Internal-combustion motor.



j. SEYMGUL INTERNAL COMBUSTION MOR.

APPLICATION FILED APR.4.1913.

l ,1?591 7 Pateted Mam 14, i916,

vantage.

JAMES ALWARD SEYMOUR, or AUBURN, NEW Yoan INTERNAL-connessi@ Moron.

Application filed April 4, 1913. i Serial No. 758,877.

tionmotors of the two-stroke cycleftype and of the high compression variety or so-called Diesel type, in which type air alone' is compressed and fuel injection begins at or about the end of the 'compression stroke, and is preferably ignited by compressin, the injection of fuel being continued as to burn at substantially constant pressure throughout such a portion of 'the working stroke as desired.-

Among the main objectsofmy invention are simplicity of construction, involving the doing away with'many working parts heretofore commonly used in motors of the high compression two-stroke cycle variety; securing etlicient scavenging; reducing to a minimum the liability of warping or cracking from internal-stresses duel to the great differences -in temperature 1n the Variousparts incidental to the operation .of the motor;,and

an arrangement which makes it possible to water jacket the .various parts when desirable without sacrificing the last namedad- In the accompanying drawings, Figurevl is a central longitudinal section conventionally showing such parts-of the motor as are essential to a full understanding of my -in'- vention as applied to a single acting motor. Fig. 2 is a similar view of my invention as applied to a double acting motor. i

Referring toFi'g. 1, 1 represents the cylinder. The piston employed is of the ditferential type 'inwhich 2'- represents the working head. 3 is a tubular extension from the working head 2. 4 represents the head of the cylinder, the same having a "passage in which theittension 3 Works. Surrounding the passage inthe head 4 is'an extension 5 of suitable length to permitthe piston eX- tension 3 tol reciprocate .therein its fully stroke.4 G`6 are .exhaust ports in --the cylinder' Wall'l. 7-7 are air inlet-ports in the piston extension 3. The extension` 3 is of' thefpiston is at 'the such length that when t the said extension 3 end of its power stroke,

will still be properly guided in thel passage v Specification of Letters Patent.

at such a rate `PatentedMar. 14,1916,

in the cylinderhead. Suitable packingl rings 8-8 are provided 4for. the extension 3, the grooves for the packing rings being formed in the cylinder head or in its extension as shown. 9-'9Jare packing rings for the piston .head 2,.l the grooves therefor being formed in said piston head, as shown in the drawings. 10 is anair inlet which opens into the extension 5, said pipe being arranged to conduct air underpressure from a suitable source of supply (not shown) into said extension. 11 is a fuel injection passage opening into the cylinder 1 at or near' the cylinder head 4, said passage being 1n commumcation with a suitable fuel supplyy means arranged to inject the fuelfunder pressure into the cylinder beginning at or near the end of the compression stroke of the piston. One or more of these fuel injection inlets l1 may be provided, it being preferable that the same should enter the `cylinder more or less tangentially.

The arrangement of the exhaust ports 6 and inlet ports '7 is such that the exhaust ports will open near the end of the power stroke of the piston-in advanceoi the opening of the inlet ports,` whereby the terminal pressure within the cylinder will drop to approximately atmospheric pressure by the `time' the inlet ports 7 begin to open, whereby' air entering through the pipe'lO at com,- paratively low pressuremay readily and effectively expel the burnt or inert gases contained within the cylinder. By preference the volume of air forced intolthe cylinder incidental to each scavenging rprocess 1s somewhat in excess of the capacity of the cylinder to guarantee complete' scavenging. Any suitableconnection may be provided between the piston and the crank sha't't (not shown), for example, an ordinary connecting rod-,as indicated at 12. 13 represents a jacket wall4 Jtor the'cylinder Water jacket space 14. ployed to maintain water circulation through said jacket spaces'. 1

ln Fig.. v motor constructed to embody the features of invention described in connection.withl represents the cylinder;

Fig. 1 and in whichla 15 represents a water jacket space` in the piston. Any usual means may be e1n` 2, I have shown va vdouble-actingv eoY 'a-da represent theexhaust ports arranged e substantially midway in the length of; said cylinder.' Li-4b represent the .cylinder heads, eachfhaving a passagedesignedto receive respectivelyl the oppositely extendof the cylinder la. a-b

lwhich correspond infunction to the air in-v -fletw passage described in connection with Flg. '1. To connect the piston with the motor crank shaft (not shown), I may connect expand in any direction a piston rod 16 to one of the piston extensions, forexample, 3, said rod passing through a suitable' stufling box in the end of the cylinder head extension, as shown, .whereby the usual connecting rod `l2a might be connected to the exposed end of said piston rod. One of the advantagesof this double acting type of motor 'is that the stuliing box for the piston rod is moved from the zone of high pressure andv hot gasesNItavill be understood that the various parts of the motor shown in Fig. 2 may be water-jacketed if desi red.

The proposed arrangement givesunusual freedom-from "alves', ribs, or vother connection, .where water jackets are used between the outer water jacket wall, and the wal-l ofthe cylinder, so that the latter is free to at the points where it becomes hot, without cansino' .internal stresses, or distortion, due to di erences in expansion the walls of cylinder and vjackets. It should be understood that wherethe point of anchorage connection between cylinder and jacketwvalls occurs remote from the fuel injection passages, as at 18.` F ig. 1, the latter, by reason oftheir comparatively small size, are easily made fiexible to avoid Vdanger of breakage, thuspermitting expansion and contraction of. the parts to occur freely. A.

In operation, it will be observed that the exhaust ports open in advance 'of the inlet ports 7,- whereby the pressure 4within the cylinder may very materially drop, and preferably to a point relatively near atmosphere, before the'inlet ports open, so that the scavenging air may be effectively introduced at lowpressure. It will' be apparent that this is very important in thel motor illustrated and described herein, because itv` son the high compression, or Diesel,

iplergh-"g, It is apparent that if the exhaust portsand-inlet ports opened simultaneously, the pressure within the cylinder would be so great under normal working loads'that it wouldv require'very heavy pressure on the lscavenging air to eli'ect the inlet .for feeding fuel into the the scavenging of the cylinder or cylinders. Further-more, if the pressure of the gases in the cylinderis higher than that of the scavenging air when ports 7 open', ay temporary back flow of the gases into the cylinder extension will take place, substantially retarding the actual commencement of the` scavenging within the cylinder by the time taken to drive back the inert gases in the cylinder extension, and thereby materially lowering the efficiency of the scavenging' operation.

It should be understood that the drawings submitted herewith are illustrative rather than definitive, `and that I may make changes in proportions and arrangements so long as the essential scribed are maintained.

features herein de- I have made no eiort to show the means cylinder through the fuelinj forcing air into the cylinder extension or extensions, since such a means-may be con# structed in a great variety 'of ways, no particular novelty of construction therefor being claimed herein.

In this motor', asin all motors of the Diesel type, the fuel may be injectedat anytime and maintained for any desired period, thereby differingfrom the ordinary so-called explosion motor, in which an explosive mixture of gas is first compressed and then ignited.

IVhat I claim is: l

In an internal combustion motor of the high compression, or Diesel, type, a cylin der h smaller diameter, in combination, a piston arranged to reciprocate lin said cylinder and having a hollow extension arranged to reection passage or passages, or for aving an extension at one end ot'v ciprocate in the extension of the cylinder, a

fuel' inj'ectioninlet at one end of" said cylinder adjacent to said extension of smaller diameter, a low pressure air inlet leading into the cylinder extension, an inlet port in the hollow piston extension arranged to put the interior of said cylinder extension into communication with the interior of the cylinder through the piston extension when the piston isapproaching the end of its Working stroke, I the cylinder atL the end opposite the fuel injection inlet. and arranged to be uncov' ered by the piston as the latter approaches the end of outlet being so arranged thatA it,- Will be opened byr said piston in advance of the opening of the air inlet port in the piston extensioi'.. I

ALWARD SEYMOUR. Witnesses FLORENCE G. HDLEY, E. E. Moasn.

an exhaust port in the wall of `its workingstroke, said exhaust 

